Closed-conduit electric railway



(No Model.) 2 Sheets-Sheet -1.

J. H. GUEST. CLOSED GONDUITELEGTRIG RAILWAY.

Patented Apr. 9, 1.895.

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TUN 0 G D E S O L G.

Patented Apr. 9, 1895.

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PATENT CLOSE-D-CONDUIT ELECTRIC RAILWAY.

SPECIFICATION lforming;v part of Letters IPatent No. 537,200, dated April 9, 1895.

Application filed April l0, 1894.

To a/ZZ whom t may concern: 5

Be it known that I, JOHN H. GUEST, a citizen of the United States, and a resident of Boston, in the -county of Suffolk and State of Y charged as the car reaches a section and discharged as the car leaves it by means of suitable electric switches that are normally open and when closed connect the said section of working conductor with a suitable supply wire or circuit leading from a proper source of energy.

My invention relates more particularly to such systems when the working conductor is placed in the roadway of a street and is engaged by a trolley or'collector carried by the vehicle although, in some of its particulars, my invention is applicable to other arrangements of the working conductor.

Myinvention also relates to railway systems wherein the automatic switches for connecting the sections of the working conductor with the supply wire are operated by means of an electro-magnet carried by the car which intiuences an armature on the road bed.

In illustrating this part of my invention I have shown it as carried out in connection with a system of magnetic switches having the same general plan of connection and operation as described in my prior application for patent tiled February 20, 1894, Serial No. 500,858.

One of the principal objects of my invention is to provide a simple and cheapconstruction of conduit, working conductors and switches readily capable of repair and free from the disturbing effects of moisture.

A further object is to provide a strong and durable construction adapted to withstand the effects of heavy traiic.

One part of my invention consists in mounting the automatic switches that connect the sections of the working conductor with the supply wire in a met-al tube, preferably of iron,

Serial No. 507,018. (No model.)

whose surface forms a part of the working conductor and in which the switches and their operating devices are sealed the electric connections for the switches being carried out through the sealed end for connection with the wires of the system.

Myinvention consists further of a novel construction wherein a Stringer of wood or suitable insulating material is led along the track between the rails and is grooved in its upper 6o surface to contain the line wire and other condoctors, and the working conductor .is composed of acover plate for said stringer formed in part of the sections of sealed tubing and in part of covers secured upon the top surface of the stringer and inelectrical connection with the sections of tubing.

My invention relates further to the means of energizing the electro-magnet on the vehicle which influences the switches on the 7o road bed and consists essentially in the combination with an electro-magnet energized from the circuit taken up by the vehicle, of an auX- iliary generator on the vehicle and means for automatically closing the circuit thereof through the magnet when the current taken up by the vehicle fails.

My invention consists also in other details of construction and -combinations of parts as hereinafter more particularly described and 8o v then specified in the claims.

In the accompanying drawings, Figure lis a diagrammatic"representation of my system showing (ive successive sections with the magnetic switches therefor and the train stopping 8 5 switch. Fig. 2 represents a longitudinal vertical section through a portion of the conduit illustrating one of the magnetic switches and the circuits connected thereto. Fig. 3 is a transverse section of the conduit showing its go relation to the surface of the street and the manner of constructing the same. Fig. 4 is a diagrammatic representation of the apparatus upon the train and its relation to the sectional conductor.

gram of the connections of asingle switch magnet. Fig. 6 represents a side elevation of the circuit closer and its support as used in my electric circuit closingswitches. Fig. 7 is a partially sectioned plan thereof showing the tool Fig. 5 is a detail dia- 95 manner of hinging or pivoting the armature of said circuit closer to the polar' extension of one of the magnets.

A, indicates the main conductor, for which the rail B, the train circuit, and conductor C, act as the return; the generator being indicated at D. At intervals of about ten feet or one third the length of the car are located the switches E, which, when operated, shall serve to convey current to the sections of the working conductor A. These switches consist of an electro-magnet 20, to whose polar extension is pivoted the circuit closer F, of soft iron or steel. The opposite or free end of this circuit closer is arranged over the pole for the other magnet of the switch around which pass coils 21, 22. An actuating magnet upon the car attracts the circuit closing armature F, to the connection to the sections of the working conductor so that circuit may be made between the rail B, and the main conductor A, through the car motor. The electro-magnet 20, when excited polarizes the armature F, and assists in keeping it in circuit closing position. The other electro-magnet having coils 21, 22, acts with proper po lai-ity on the opposite end of the armature F, to draw it down when it is charged by current in the coils 21, 22.

The conduit for the switches and conductors consists lnainly of a metal tube or cap which is divided into insulated sections and serves as the Working conductor A', and is supported upon a suitable Stringer as G,of Wood or other insulating material, located in the road bed. This Stringer is grooved as shown in Figs. 2 and 3, for the reception ofthe conductors and the sections of the cap. This cap may be secured to the stringer by cross pieces l-I, which pass through perforations in the cap and are bolted to said stringer. About the middle of each section is a short length of iron tube or pipe which need not be more than six inches in length or might be shorter or longer and in this tube the parts of the circuit closing switch are located, and sealed as seen in Fig. 2. Through the end of this tube pass the conductors for attachment beneath the cover A', to the Wires or conductors in the Stringer. At the junction of each cap A', and section of tube or pipe, the cross piece passes through both as indicated in Fig. 2, so as to interlock or dovetail them together, thus securing good electrical and mechanical continuity at the joint. The caps A, might be held down upon the Stringer at other points by ears or similar devices instead of pieces extending through the cap from side to side.

Each magnet may be sustained by securing its cores to plugs I, inserted in the ends of the tubes, said cores being connected at their adjacent ends by a rod of brass J. The ends of the tubes then are sealed with any suitable cement I.

To the polar extension K, of the magnet 20, is pivoted the armature F, of the circuit closer,

the opposite end ol' said circuit closer resting normally upon the polar extension of the opposite magnet, being separated therefrom by non-magnectic material, This circuit closer F, which is of iron or steel, preferably the latter so as to form an armature for the electro-magnet R, on the car, may have co n nected thereto aspring contact L, which shall engage directly with the tube or with a contact plate M, therein. By this means a rubbing contact is provided which serves as a safeguard in case parts F and N, should, on account of rust, fail to make perfect contact. Through the said tube is passed a soft iron plug N, surrounded by a brass bushing O. This plug serves to convey magnetic in iiuence from the magnet on the train to the circuit closer F. The circuit closing armature F, is mounted in the polar extension K, being socketed therein, as shown in Figs. (i and 7, by a head formed on the circuit closer, one end of which head is provided with a flange While the other end is constructed to receive a Washer and screw I), for retaining it in the projection K. A slit at one side of the socket in the extension K, provides for the insertion and play of the circuit closer armature.

To insure good electric connection between the circuit closer armature and the polar ex tension when the circuit is through said pole, I insert in the head of the circuit closer armature a strip of brass or other good conductor and in the socket for said head another strip of brass the surfaces of which strips shall be always in contact as shown at O, in Fig. G. i

The magnet forattracting the circuit closer F, may be carried on any part of the car which shall present it properly to the working conductor, but it is preferably mounted on such part of the truck as has but slight variation in its proximity to the surface of the street. This magnet is represented in Fig. 4, at R, wherein the car is symbolized by the sill S, and the wheels shown in dotted lines. The magnet is provided with a polar extension T, for `the purpose of prolonging the effect upon the circuit closer when the caris moving at considerable speed. I prefer to make the magnet R, carried on the carand the shoe of steel so that they will be permanentlymagnetized and not, therefore, Wholly dependent on the coil R, for their magnetism, which actuates the circuit closer on the road bed. It will be seen, therefore, that in case the car should at any time be over a section that is not alive, so that there will be no current in the coils of R, thepermanent magnetism will serve as a means for operating the circuit closer in the conduit and making connection to such section so that the car may proceed. This permanent magnetism would also serve to operate the circuit closer in case the storage `battery should fail. Under some circumstances it might be possible to employ a permanent magnet alone without the coil,

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`or current collector.

but it is desirable to employ the coil because the latter will serve to keep up the permanent magnetism which would otherwise gradually fail with use.

I have shown the trolley or collector as connected to the end of the polar extension T, and consisting of two wheels stationed apart so as to span the insulation between the sections of the working conductor. This collector may obviously be of any other form and supported in any other convenient manner.

The car motor is represented at C, M, and is connected to the polar extension T, by conductor 6, which conductor may of course be connected in any other manner to the trolley From the motor a connection is made by conductor 7, through the usual controlling switch or rheostat indicated at C, S, and a cut-out switch C, O, to the return by way of the wheel and axle U.

The electro-magnet R, is normally energized by a portion 0f the main current shunted therethrough over the conductor 8, butmight be otherwise connected to the circuit on the car so as to be charged by current-taken by the car from the section of working conductor whose switch is closed. To provide for energizing said magnet in starting a secondary battery S, B, is placed upon the car.

In the circuit 8, is located a magnet V, which controls the circuit closer of a local circuit W,

which circuitfis normally broken, the circuit closer being held up bythe magnet V, so long as the magnet R, is charged from the mainline circuit. As soon as the main line circuit is interrupted, the magnet V, will drop its armature thereby closing circuit W. In circuit W, is a magnet X, which operates upon a circuit closer Y, for the secondary battery S,B,' so that the closing of circuit WV, operates to close the circuit of the secondary battery through thev magnet R. To warn the motor-man that such a change has been made, a bellZ, may be provided 4which shall be struck Aby a hammer actuated bythe circuit closer Y.

The operation of the car upon my system will now be described. It is intended as shown I in Figs. 1 and 4, that a car shall span three sections of the working conductorand cover all the sections that are alive at any one time, the car as it progresses cutting in successive sections as they pass under the car and cutting out those that are about to emerge from under the car. Supposing the carto be atsection 1, and the armature F, attracted, thereby making contact with the plug N, and the spring thereon with the tube, the circuit will be formed as followsz-From the generator D, by conductor C, rail B, wheel U, switches C, O, and C, S, conductor 7, motor C, M, conductor 6, the collector section 1, contact F, coil 20, conductor 10, switch S, W, conductor 11, to the main circuit A, and to the generator. This will magnetize the circuit closer F, which is in realityapolar extension "fof magnet 2O,l and causeit to retain contact so far as not to in uence the armature.

with plug N, so long as a current ows through coil 20.

The purpose as explained in my prior application, tiled November 4, 1893, Serial No. 489,915, in using a non magnetic bushing for the'plug is to concentrate the effects of the magnet R, upon the plug, instead of allowing them to be dissipated in the iron of the cover.

I find in practice that owing to the limited Vmagnet-ic capacity of the plug itself, the attraction between itself and the armature F, is not always sufcient to retain it strongly after the magnet on the car has passed along To overcome this difficulty I provide the plug with a magnetic extension of limited 4magneticv capacity connecting it with the cover as indicated by the dotted lines at 25, Figs. 1 and 2. This maybe made by boring through the iron of the cover and the metal of the bushing into the plug, and packing the bore,

`with iron filings or inserting an iron pin. By .this means the magnetic mass of -the plug is virtually increased so that the armature will adhere more firmly. This pin also provides a path for the current in case there should be oxidization between the brushes and the iron in which it is set. It will be noticed that section 2, is still alive for the trolley is stillupon it but section 3, which is about to emerge from under the car is cut out 'as soon as the circuit is closed through the switch ot section 1, and as follows:-A circuit is formed which branches from the core of magnet 20, and extends rearwardly (the train being supposed to travel from right to left as indicated by the arrow), by a conductor 12, to coil 22, of the switch at section 3, whence it returns by conductors 13, 10, 11 and A, to the generator. Another branch of this circuit extends forward of section 1, by conductor 14, to coil 2l, of advance section 3, and thence by conductors 15, 11 and A, back tothe generator. Now as the train progresses and enters onto section 2, the circuit closer F, of that section will be attracted and complete the circuit as before from rail B, to conductor A, which shall act to assist in retaining the circuit closer F, in contact so long as current flows through coil 20, of said section. B ranch circuits to the rear and to the front will also ICO be formed, the one to the rear extending to coil 22, of section 2, and the other to coil 21, of section in advance of section 3. The circuit set up in the magnet of the section in the rear acts to withdraw the circuit closer from its contact with the working conductor and that set up in the magnet in the section in front insures the withdrawal of any circuit closer that may by mischance have been left in contact by a train in advance. The switch S, W, shown in Fig. 1, is provided for the purpose of stopping a train at any desired point as, for instance, at section 1, which may be a section at some certain distance from a station or some certain distance from a crossing or draw-bridge. When this switch is open the circuit through IZS coil 20, will be broken, also circuit through coil 21, of section 3, in advance and circuit through coil 22, of section 3, in the rear. As a car runs upon section l, after circuit thereto has been broken current will cease to flow through shunt S, on the car as seen in Fig. 4, which will close thelocal circuit and also the circuit through the secondary battery. At the same time notice will be given to the motor-man that the main circuit has been broken warning him to bring his train to a standstill. This notice may be given by any other form of signal as by an ann unciator drop or electric light.

The circuit closer controlled by magnet V, is so constructed that when once released by the magnet it cannot be again attracted but must be lifted b v hand. This is to allow for retaining the circuit of the secondary battery closed so that current therefrom may be used to start the car and to energize magnet B, the current for these purposes passing from said battery through switches C, O, and C, S, conductor 7, motor C, M, conductor 6, and circuit closer Y, and also from the battery through switch C, O, conductor S, magnet R, and circuit closer Y, to the battery. When the car has advanced a suliicient distance to enable the magnet R, to pick up a circuit closer F, then the armature of magnet V, may be lifted which will break the local circuit and consequently the circuit of the secondary battery. The secondary battery may also be charged from the line circuit by stopping the train, throwing switch C, O, to the left and closing circuit closer Y. The current would then fiow from D, over C,B,U, C O, through S B, circuit closer Y, T, the trolley, conductor A', and one of the switches, conductor A and back to D.

Vith the conduit constructed as described thorough protection is given to the switches and to the conductors. The conductors in the groove of stringer G, may also be further protected by embedding them in tar, cement or the like.

Each of the tubular sections which contain the electric switches may be secured in any convenient manner to the remaining portions of a section of the working conductor, as by a lap joint as shown or by a screw joint.

Many variations may be made in the construction and combinations of parts without departing from the principle of my invention.

In my prior application before referred to I have described the switches as operated by magnets on the car to close circuit and as reversed in position by the operation of another electromagnet which is in the circuit closed by the switch of another section` to the front or the rear and this general system I do not, therefore, herein claim.

It will be readily understood that my invention herein described is applicable not only to that special system but to many others wherein the switches are operated automatically as the car progresses whether by the magnet on the car or by other means. Y

What I claim as my invention is- 1. In an electric railway, a section of working conductor composed of a sealed iron tube containing the switch for connecting the same with a source of supply, and iron cover plates for the conduit containing the wires ofthe system, said cover plates being attached to said tube, as and for the purpose described.

2. In an electric railway system, a section of iron tubing sealed at its ends and containing a switch con trolling the connection of said tubing with a supply source, said tube being arranged parallel to the track and forminga part of the working conductor.

3. In an electric railway system, the combination of the Stringer of wood or other suitable insulating material open at the top and holding the wires or conductors for the systennsealed metal receptacles mounted thereon Hush with the road-way, and containing the automatic switches, and detachable metal cover plates for the stringer in electric counection with the said sealed receptacle.

4. The combination of the stringerof insulating material holding the conductors and lled in with insulating material, the metal tubes resting on said Stringer and containing the magnetic switches, electric connections from said switches passing through the ce mented ends of said tubes for connection with the wires in the Stringer, and a metal cover plate attached to the Stringer over the connecting points.

5. The combination with the Stringer and the metal tube containing the switch, of the cover plate and the cross piece dovetailing the cover and tube together and fastening them to the Stringer.

6. The softiron inductor mounted in a nonmagnetic'metal bushing in an iron cover plate, and provided with a magnetic extension connecting it with said iron cover, as and for the purpose described.

7. In an electric railway system, the section of sealed metal tube containing two electromagnets joined by a non-magnetic rod, and a switchi armature mounted on the pole of one magnet and having its free end over the pole of the other.

S. The` combination with the switch actuating electro-magnet on the car charged by current taken up by the car through said switch, of a supplemental generator on the car, and an automatic circuit controller responsive to interruption in the normal ilowof the current through said switch actuating electro-magnet for completing the circuit of the supplemental generator through the same. l

9. In an electricrailway system, the combi- ;nation with a section of working conductor and the magnetic switch for "closing the connections therefor, of an actuating magnet on the car havin garearward polar extension, as and for the purpose described.

l0. In an` electric railway system having a sectional working conductor normally discon- IOO IIO

nected from the source of supply, automatic lar extension o'f the magnet, of the metal inro switches for connecting `the same as the car sertion, as and for the purpose described.

ure of the current on the car from any section of Working conductor. A

11. The combination with the iron or steel armature lever F, socketed in the core or po- Signed at Boston, in the county of Suffolk and State of Massachusetts', this 5th day of April, A. D. 1894.

JOHN H. GUEST.

Wtnessesz- HOMER ALBERS, CEAS. O. ENGSTROM. 

